Flying machine



V. ISACCO FLYING MACHINE July 7, 1931.

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FLYING MACHINE Filed May 23, 1929 5 Sheets-Sheet 5 Patented July 7, 1931 to sTATEs vrr'romo rsacco, or rams, FRANCE FLYING- v MACHINE Application filed Hay 28, 1929, Serial No. 865,472, and in Great Britain April 30, 1929.

This invention relates to flying machines of the helicopter type as described 1n the specifications of Letters Patent 1,669,758 issued May 15th, 1928, and 1,697,009 issued October 2nd, 1928, having internal combustion engines mounted on the blades of the sustaining propeller, said blades being universally jointed to a common hub rotatable about a substantially vertical axis, the engines mounted on the blades each serving to drive a screw or a pair of screws rotating in opposite directions.

The invention has more particularly for its object improved opera-ting means for (a) Starting, controlling and stopping the engines with-certainty and with ease.

(b) Enabling the pilot to control the stability directly by operation of additional surfaces, notably in case the machine should enter a pocket or be subject to violent spin, when the automatic stabilizing means might be in-- suflicient.

Theinvention is also concerned with new details of construction, notably as regards the articulation of the sustaining blades.

The improved operating means permit (1 Regulation at will of the admission of the c arge to each engine separately or to the several engines simultaneously.

(2) Cutting out and restoration of the ignition at will for the several engines or for each engine separately, and ensuring the correct feeding of the carburettors both when the propeller is stopped and during rotation of the sustaining propeller, and that at all speeds of rotation of the lattefl (3) Influencing the stability, transversely or longitudinally of the machine, at the will of the pilot by meansof additional pivotal surfaces located between the blades of the sustaining' propeller.

As is understood, the arrangement of two screws rotated in opposite directions by each engine results in neutralizing any gyroscopic effect, the two couples set up by the displacement of these screws around the central vertical axis opposing one another.

A like result may be obtained while coupling a single screw to each engine, there be ing added, to eliminate the gyroscopicefiect, a small inclined compensating surface; the

blades.

construction is thus sim lified while avoiding the mechanical comp ication involved in mounting a second screw to turn in the opposite direction to the first.

In the accompanying drawings which illustrate the invention Fig. 1 is a part elevation, part'vertical section along a plane containing the axis of rotation of the sustaining propeller and containing the longitudinal axis of two of the blades of said propeller. Fig. 2 is a detail view of the mechanism perpendicular to the plane of Fig. 1. Fig. 3 is a detail view in section perpendicular to the axis of the sustaining propeller along the plane IIIIII of Fig. 1. Fig. 4 is a plan'view of the machine provided with auxiliary surfaces permitting the pilot to control. the stability. Fig. 5 is a'diagrammatic end elevation indicating the mode of action of the auxiliary surfaces. Figs. 6 and 7 are general views showing the mode of operation of the compensating ailerons when they are connected to the throttle controlling means of the engines. Fig. 8 is an axial section. to a larger scale of the means for locking the sustaining propeller including a clutch device. Fig. 9 is a plan view of a complete machine. Fig. 10 is a side elevation to a larger scale showing the engine and the compensating device mounted at the Y tip of a sustaining blade. Fig. 11 is a plan view of a modified form of sustaining blade. Fig. 12 is a side elevation showing the mode of operation of the compensating ailerons when the engines are mounted above the Fig. 13 is a like view in the case where the engines are mounted at the same level as the blades.

Referring to the drawings, the machine comprises a fuselage 1 provided with an engine 4 having a tractor air screw 5, vertical rudder 6 and horizontal rudder 7. The sustaining propeller comprises blades 8 fitted to arms 13 universally ointed to the common hub 12 movable around a central substantially vertical axis. v. 31 and 32 denote operatin handles or levers for controlling the inta e of combustible mixture, mounted in the interior of the fuselage 1. within the reach of the pilot.

The handle 31 serves to control the supply of mixture for all the engines and is associated with a toothed locking segment 48. The handles 32 serve to control individually the supply of mixture to the several engines 9 5 mounted on the blades 8 of the sustaining propeller; each of said handles 32 is associatedwith a locking segment 33 and is connected by a cable 35 passing over pulleys 36 to a pin penetrating the mner raceway 39 of a ball bearing 37. The pins 45 slide in slots 46 formed in the tubular column 14 coaxial with the hub 12. Each outer raceway 41 with its associated ball bearing 37 is connected by a cable 38 to the throttle lever 42 adjoining the carburettor 43.

The locking segments 33 of the handles 32 are fixed to the rotary shaft 30 which carries the handle 31, the handles 32 being free to turn relatively to said shaft. It is thus possible to regulate the admission for all the engines by operation of the handle 31 which entrains the handles 32 through the intermediary of segments 33. Alternatively, the handles 32 may be manipulated individually to regulate the admission for each engine, for which purposesuflicient play is left between the ball bearings 37 sliding longitudinally of the central column 14. When the pilot desires to reduce the intake of mixture, he operates the handles so as to slacken the transmission cables. The recoil springs 44 maintain these cables taut and effect displacement in closing direction of the throttle levers 42. To facilitate the action of the springs 44 and to avoid binding of the raceways 39, the cables 61 are fixed on the raceways 41 at points diametrally opposite the points of attachment of the cables 38. These cables 61 are connected to compensating springs 52 attached to a fixed point of the common hub 12 of the blades.

For the ignition there is provided a main switch 49 permitting the cutting out of the ignition of all the engines at a time and also individual switches 50 for each of the engines. The circuits are arranged as follows :One of the studs of each of the switches 50 is connected to the mass or earth 67 and the other stud is connected to a brush or carbon 51 mounted on a fixed part unitary with the central column 14. The brushes 51 rub on copper rings 54 mounted on an insulating plate 53 fixed to the common hub 12 so as to turn with the blades 8. These rings 54 are connected at 55 to the magnetos 56 by way of conductors 40.

The main switch 49 has a stud connected to the mass 67 constituting earth and other studs of a number equal to that of the engines and each electrically connected to the stud 57 of each of the individual switches 50. By operating the main switch 49 current may be supplied to or cut off from all the engines. When said switch 49 is open, op-

eration of the individual switches 50 permits regulation of the ignition for each of the engines at will.

The engines are fed with petrol and oil by petrol reservoirs 58 and oil reservoirs 64 mounted on the blades 8 or on the frames of the engines or within the same. Each petrol reservoir 58 communicates with an auxiliary feeding tank 59 located adjacent to the engine at a certain height above the carburettor 43 so as to permit operation of the engines when the blades are at rest. Between the reservoirs 58 and the auxiliary tanks 59 are automatic valves or cocks 60 which permit of regulating the quantity of petrol supplied by centrifugal force to the auxiliary tanks. The conduits 62 leading from the tanks 59 to the carburettors 43 are also each provided with a cock 63.

The carburettors 43 are inclined outwards at a suitable angle (Fig. The carburettors may also be mounted on ball joints so .that their inclination depends on the centrifugal force and may be automatically varied with the speed of rotation of the sustaining propeller. When the sustaining propeller is at rest, the carburettors are restored to the vertical position by recoil springs not shown or by the action of their own weight.

While the machine is at rest, the auxiliary feeding tanks 59 supply the carburettors. During the rotation of the sustaining propeller centrifugal force ensures the feeding of the auxiliary tanks and consequently of the carburettors.

The oil reservoirs 64 are likewise mounted on the blades or frames and are connected to the engines by pipes 66; delivery of oil being controlled by cocks 65.

There are shown at 68 small auxiliary surfaces sustained from the central hub 12 between the blades 8 of the sustaining propeller. These auxiliary surfaces 68 are not universally jointed to the central hub but can turn about supporting tubes 69 maintained in fixed position relatively to the sustaining propeller by cables 70 connected to tension members 71. Pivotal movements of the surfaces 68 about the supports 69 are imparted thereto by any suitable transmission connected to arms 72.

The blades 8 are actuated by the engines 9 mounted at their tips, each engine driving two small screws 10 which turn in opposite directions. The ailerons 25 associated with the blades serve to vary their angle of incidence.

Stability in transverse and longitudinal directions is ensured by periodic variation of the incidence of the small planes 68 in each rotation of the sustaining propeller.

For example, the planes 68 may be given a considerable incidence a at A (Fig. 5) and a slight or negative incidence a at A. The forces F at A, and -F at A set up an important couple, thus ensuring the transverse gitudinal direction B, B (Fig. 4), so that" the pilot may by varying the incidence of the surfaces 68 rotating concomitantly with and in the same direction as the blades 8 control the longitudinal stability.

The means for operating the planes 68 for maintaining stability in longitudinal direction may be advantageously connected to the means for operating the horizontal rudder 7 so that the two means operate simultaneously.

The ailerons 25 associated with the blades 8 are used to vary simultaneously the effective incidence of the said blades. To every position of these ailerons there corresponds an angle of incidence of the blades. The

ailerons thus act similarly to the horizontal.

rudder of an ordinary flying machine, the blades 8 swivelling on their axes by'virtue of the ball joint fitting as explained in the prior specifications referred to.

There is also shown in Fig. 8 a modified arrangement of universal joint connection between the arms 13 of the sustaining blades and the central hub. Fixed to each arm 13 is a part-spherical hollow member 34 free to turn in all directions between counterpart bearing members 47 and 94 fitted in arms provided on the hub 12, said bearing members being spaced to provide play. A bolt 95 fixes the member 34 to the arm 13, and screws .96 lock the members 47 and 94 to the arms of hub 12; these screws may also serve as means permitting lubrication of the ball joint.

Inthe modifications shown in Figs. 9 and 10 and Figs; 11, 12 and 13 the engines 9 of the sustaining propeller mounted at the tips of the blades 8 each actuate a single screw 7 10 which may be either a tractor or a propeller. In the examples illustrated it is assumed to be a tractor screw, 25 denoting the .main ailerons jointed at 26 for varying the incidence of the blades 8.

Compensating surfaces 98 or 98 suitably inclined are provided for exercising during rotation of the sustaining propeller a force F ('Figs. 10, 12 and 13) compensating for a the gyroscopic couple C relatively to the pivotal axis 0 ofthe blade.

When the engine 9 is mounted at the tip of and above the blade, the tractive force H of the screw 10 reduces in part the effect of .the gyroscopic couple C which permits of diminishing the area of the compensating surfaces or ailerons 98. The inclination of these surfaces 98 may be varied at the will of the pilot by any suitable mechanical means.

If the engine be mounted in front of the pivotal axis 0 of the blade, its weight will assist to counteract the gyroscopic couple.

to maintain stabllity in flight.v

The incidence of the compensating ailerons may be advantageously controlled by the pilot, as is necessary should one of the engines fail.

Thus the incidence of the blade 8 shown in Fig. 12 may be decreased relatively to the other blades in the event of failure of the engme mounted on the-said blade.

The operating means for the compensating ailerons may be advantageously connected to the cables for control of the throttle levers.

Should one of the engines fail, the pilot by continuin to pull on the corresponding ball bearing 3 may change to the convenient value the incidence of the compensating aileron.

Oneway of connecting the means operatmg the compensating ailerons to the means controlling the throttle devices is obtained in the following way. A wire 100 is attached to the wire 38 controlling the engine throttles. This wire 100 is fixed to one of the control levers 101 and passes by pulley 102.- A spring 104 fixed onthe opposite control lever 103 brings the compensating aileron to its position when the cable 38 is released. In this way when the engine throttle is opened the angleof the compensating aileron also increases, and vice versa.

.In thewcase where a propeller screw is coupled to the engine .9 it is preferred to positlon the compensating surface 98 adjacent to the leading edge of the blade with a suitable negative inclination.

It is to be understood that without departure from the scope of the invention modifications may be adopted which leave intact the spirit of the invention.

Where there are provided four engines grouped in pairs on opposite blad es, provision may be made for regulating separately the supply of mixture to two only of these engines to establish synchronism with the 1 opposedengines. In this case a main or common operating handle 31 and three individual handles 32 with three ball bearings such as 37' suitably spaced will give the desired result'; two of these hearings will each have a connection with one engine and the third hearing will have connection with the other two engines.

As regards the ignition circuit, instead of the brushes or carbons 51 being fixed and in contact with a movable ring, there may be provided brushes or carbons rotating with the hub 12. In this case the plate 53 and its contacts 52 may be fixed and mounted on the frame connected to the fusela e. The several switches may be grouped to fbrm a multiple switch.

The cables 35, 28 and 61 may be replaced by rigid rods which act in both directions, so that the power of the springs 44 may be reduced, or the springs may be dispensed with.

The cock 60' which controls the passage of petrol from the reservoir 58 to the auxiliary tank 59 may be replaced by an automatic valve which regulates the quantity of petrol delivered due to the action of centrifugal force.

The ball bearings 37 may be replaced by bronze rings.

The auxiliary stabilizing surfaces may be of any suitable form and profile appropriate to their function, while the mode of attachment thereof to the hub and the mode of operating the same by the pilot may be other than above described.

In general the invention is not limited to the details of constructions described and illustrated but such details may be widely varied.

\Vhat I claim is 1. In a flying machine of the helicopter type, a sustaining propeller rotatable around a substantially vertical axis, internal combustion engines mounted on the blades of said propeller, air screws driven by said engines, throttle devices for controlling the supply of fuel to said engines, levers, one for each engine, controlling the throttle device of the respective engine, said levers being operable individually by the pilot, a common lever operable by the pilot and controlling the throttle devices of all the engines, said common lever being adapted to actuate said first mentioned levers, and means for locking all said levers in selected positions at the will of the pilot.

2. In a flying machine of the helicopter type, a sustaining propeller rotatable around a vertical axis, internal combustion engines mounted on the blades of said propeller, air screws driven by said engines, throttle devices for controlling the supply of fuel to, said engines, levers, one for each engine, operable individually by the pilot, operative connection between each of said levers and the throttle device of the respective engine, said connections including a cable connected to the lever, a bearing slidable along said axis and having one member connected to the said cable and a cable connected to the other member of said bearing and to said throttle devices, a common lever operable by the pilot and controlling the throttle devices of all the 5 engines, said common lever being adapted to actuate said first mentioned levers, and means for locking all said levers in selected positions at the will of the pilot.

3. In a flying machine of the helicopter type, a sustaining propeller rotatable about a vertical axis, internal dombustion engines mounted on the blades of said propeller, air screws driven by said engines, switches, one for each engine, for controlling the ignition for said engines, and a main switch adapted to actuate simultaneously all said first mentioned switches. 4. In a flying machine of the helicopter type, a sustaining propeller rotatable about a vertical axis, internal combustion engines mounted on the blades of said propeller, air screws driven by said engines, throttle devices for controlling the supply of fuel to said engines, levers, one for each engine, controlling the throttle device of the respective engine, a common lever controlling the throttle devices of all the engines said common lever being adapted to actuate said first mentioned levers, switches, one for each engine, for controlling the ignition for said engines, and a main switch controlling all said first mentioned switches.

5. In a flying machineof the helicoptertype, a sustaining propeller rotatable about a vertical axis, internal combustion engines mountedon the blades of said propeller, air screws driven by said engines, carburettors for said engines, said carburettors being mounted with an outward inclination so as to compensate for centrifugal action on the petrol contained in said carburettors, fuel reservoirs carried by said blades, auxiliary feeding tanks located close to and above said carburettors, said tanks having connections to said reservoirs and to said carburettors, and means for controlling said connections.

6. In a flying machine of the helicopter type, a sustaining propeller comprising a hub rotatable about a vertical axis, and propeller blades universally jointed to said hub, engines mounted on said blades, air screws driven by said engines, small additional surfaces disposed between and rotatable with said blades, and means controlled by the pilot for effecting periodic variation of the incidence of said surfaces during rotation of said propeller and whereby to control the stability of the machine.

7. In a flying machine of the helicopter type, a sustaining propeller comprising a hub rotatable about a vertical axis and blades universally jointed to said hub," engines mounted on said blades, air screws driven by said engines, ailerons at the trailing edges of said blades for varying the incidence of said blades, small additional surfaces rotating with said blades, and means controlled by 8. In a flying machine of the helicopter type, a sustaining propeller comprising a hub rotatable about a vertical axis and blades universally 'ointed to said hub, engines mounted on said lades, screws, one driven by each engine, and compensating surfaces positioned near said engines for balancing the gyroscopic effects produced by said screws in rotatmg about said axis.

9. In a flying machine of the helicopter type, a sustaining propeller rotatable about a vertical axis, internal combustion engines mounted on the blades of said propeller, air screws, one driven by each engine, throttle devices for controlling the supply of fuel to said engines, means operable by the pilot for controlling said throttle devices, and compensating means for balancing the gyroscopic effect of said screws, said compensating means being operatively connected to said throttlecontrolling means.

10. In a flying machine of the helicopter.

type a sustaining propeller comprising a hub rotatable about a vertical axis and blades universally jointed to said hub, main ailerons jointed by each engine auxiliary ailerons positioned behind said engines for compensating for the gyroscopic effect of said screws, the trailing edges of said auxiliary ailerons being, substantially continuous with the trailing edges of said main ailerons, and auxiliary plane surfaces covering the gap between each engine and the respective compensating aileron.

11. In a flying machine of the helicopter type, comprising a sustaining system consisting of a series of blades articulated 1n all directions individually in a common sleeve,

'said articulations consisting of an almost complete hollow sphere attached to the arms ending the wings, of two other hollow spherical socket members received in each of the arms of the common sleeve, and means for locln'ng said spherical and socket members on the respective arms of the said sleeve.

In testimony whereof I have signed my name to this specification.

VITTORIO ISACCO.

l to said blades, engines, mounted at the tips of said blades, air screws, one driven 

